JP4339409B2 - Tire with H / S shape ratio of 0.6 or less - Google Patents

Tire with H / S shape ratio of 0.6 or less Download PDF

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JP4339409B2
JP4339409B2 JP53624498A JP53624498A JP4339409B2 JP 4339409 B2 JP4339409 B2 JP 4339409B2 JP 53624498 A JP53624498 A JP 53624498A JP 53624498 A JP53624498 A JP 53624498A JP 4339409 B2 JP4339409 B2 JP 4339409B2
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ply
additional
tire
working
plies
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JP2001512390A (en
JP2001512390A5 (en
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ギュイ クルゼ
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Compagnie Generale des Etablissements Michelin SCA
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/2003—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords
    • B60C9/2006—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel characterised by the materials of the belt cords consisting of steel cord plies only
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C2009/2041—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel with an interrupted belt ply, e.g. using two or more portions of the same ply
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60C—VEHICLE TYRES; TYRE INFLATION; TYRE CHANGING; CONNECTING VALVES TO INFLATABLE ELASTIC BODIES IN GENERAL; DEVICES OR ARRANGEMENTS RELATED TO TYRES
    • B60C9/00—Reinforcements or ply arrangement of pneumatic tyres
    • B60C9/18—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers
    • B60C9/20—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel
    • B60C9/22—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre
    • B60C2009/2219—Structure or arrangement of belts or breakers, crown-reinforcing or cushioning layers built-up from rubberised plies each having all cords arranged substantially parallel the plies being arranged with all cords disposed along the circumference of the tyre with a partial zero degree ply at the belt edges - edge band
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube
    • Y10T152/10765—Characterized by belt or breaker structure
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T152/00—Resilient tires and wheels
    • Y10T152/10—Tires, resilient
    • Y10T152/10495—Pneumatic tire or inner tube
    • Y10T152/10765—Characterized by belt or breaker structure
    • Y10T152/10792—Structure where each bias angle reinforcing cord ply has no opposingly angled ply

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Tires In General (AREA)
  • Ropes Or Cables (AREA)

Abstract

A tire, the H/S form ratio of which is at most 0.6, formed radially from the inside to the outside by a triangulation ply of metal cables oriented at least 60°, two working crown plies formed of inextensible metal cables oriented at angles of between 10° and 45°, between which there is inserted a first additional ply of metallic elements which are oriented substantially parallel to the circumferential direction of the tire, a second additional ply being arranged, on either side of the tire, radially above the outermost working ply and substantially centered on the end of the first additional ply.

Description

本発明は、ラジアルカーカス補強体を備えたタイヤであって、ラジアルカーカス補強体の各ビードが少なくとも１つのビードワイヤに係止されておりかつ重畳された少なくとも２つのいわゆるワーキングプライにより形成されたクラウン補強体を有し、ワーキングプライが、各プライで互いに平行に配置されかつタイヤの周方向に対して絶対値でせいぜい４０°の角度を形成して、一方のプライから他方のプライかけて交差されたワイヤすなわちケーブルで作られたタイヤに関する。
より詳しくは、本発明は、ローリ、バス、トレーラ等の中重量または高重量車両に装着することを意図した、タイヤの最大軸方向幅Ｓに対するリムより上の高さＨの比がせいぜい0.60である「重車両」用タイヤに関する。
第１に、周方向に対して或る角度をなすケーブルからなるいわゆるワーキングプライと、第２に、ほぼ周方向に配向されたケーブルからなる付加プライとで形成されたクラウン補強体をタイヤにおいて使用することは非常に良く知られている。このような構造の一例が米国特許第3,677,319号に図示されかつ説明されており、この例では、ワーキングプライは１８〜７５°の間の角度で配向された金属要素からなり、付加プライは０°に配向されたテクスタイルケーブルで形成されている。このような構造は、例えば、車両のロード・ホールディング特性、快適性、耐摩耗性および転がり抵抗性等のタイヤが保有すべき矛盾するクオリティを調和させることができる。付加テクスタイルプライは、金属ケーブルからなるプライの下、上またはこれらの金属プライの間のいずれかに配置され、テクスタイル組立体の幅は金属構造の幅の２５〜７５％である。
フランス国特許第2,419,185号には、ここで対象とする小さいＨ／Ｓ比をもつタイヤ形式が開示されている。このタイヤ形式は、多くの長所を有するが、トレッドの赤道ゾーンの接着性の欠如、またはタイヤの長手方向の接触面積の不足によるトレッドの両縁部領域における高圧の集中化等の幾つかの欠点を有している。これらの欠点を解決するため、このフランス国特許は、カーカス補強体と半径方向内方のワーキングプライとの間で赤道平面から離れた２つのゾーンに、一方のプライから他方のプライへと交差している非伸長性ケーブルからなる２つの重畳プライで形成され、かつ周方向に関し、絶対値がワーキングプライに使用された最小角度のせいぜい１／２に等しい反対角度（０°以外の角度）を形成する２つの制限ブロックを配置することを推奨している。
せいぜい0.6の形状比をもつ「重車両」用タイヤのクラウン補強体の耐久性を改善するのに、上記２つの解決法は完全に満足できるものではない。なぜならば、ここで対象とする形式のタイヤにより課される耐久性の問題は非常に複雑で、耐久性の欠如は、クラウンプライの端部間の分離に対する抵抗の欠如およびカーカス補強体の部分（子午線輪郭が、クラウン補強体の輪郭に平行な部分）のケーブルの疲労強度の欠如、およびカーカス補強体とクラウン補強体との分離に対する抵抗の欠如に関係するからである。
上記耐久性を改善するため、本件出願人に係る国際特許出願（WO 96/20095）には、タイヤの周方向に対して１０〜４５°の角度を形成して、一方のプライから他方のプライかけて交差された非伸長性ケーブルからなる少なくとも２つのワーキングクラウンプライからなり、前記プライがカーカス補強体の最大軸方向幅ＳOの少なくとも８０％に等しい幅を有するクラウン補強体であって、周方向に対して少なくとも６０°の角度を形成する非伸長性金属ケーブルで形成されかつ軸方向幅が最短ワーキングクラウンプライの軸方向幅に少なくとも等しい軸方向連続プライが、第１に、カーカス補強体と、回転軸線に対して半径方向に最も近いワーキングプライとの間に配置されており、第２に、周方向に対してほぼ平行に配向された金属要素で形成されかつ軸方向幅が少なくとも0.7ＳOに等しく、引張り弾性係数が最も伸長性の大きいワーキングプライの引張り弾性係数にせいぜい等しい付加プライが２つのワーキングクラウンプライの間に配置されているクラウン補強体が開示されている。
進歩がなされているとはいえ、駆動車軸に取り付けられる２つのダブルホイールの組と置換することを意図した、せいぜい0.45のＨ／Ｓ形状比（Ｈは装着リムに装着されたタイヤの高さ、Ｓは最大軸方向幅）をもつこのようなタイヤは、前記組立体に確実に匹敵させるための全体的耐久性の観点から改善しなければならず、より詳しくは、カーカス補強体とクラウン補強体との分離抵抗性および付加プライの周方向に配向された疲労強度に関して改善しなければならない。
構造の改良によって、少なくとも６０°の角度に配向されたケーブルからなるプライおよび第１ワーキングプライの端部が配置される２つの領域に影響が及ぶと考えること、および２つの問題を解決できる１つの解決方法が周方向ケーブルからなるプライの幅を増大できると考えることが論理的であろう。本発明者が非常に驚いたことは、実際には、周方向ケーブルの本数を増大させる必要があることが証明されているが、この増大は、周方向ケーブルからなるプライの幅を拡大することにより行なうのではなく、それぞれ、クラウン補強体の両側、すなわち保護プライと呼ばれる弾性ケーブルからなる半径方向最外方プライの両側で、第２ワーキングプライの半径方向外方に、軸方向幅が小さい、周方向ケーブルからなる第２付加プライを付加することにより、および周方向ケーブルからなるプライの端部を覆うことにより行なわなくてはならないことである。
かくして、本発明によるタイヤは、ラジアルカーカス補強体を有し、この上にクラウン補強体が置かれ、該クラウン補強体は一方のプライから次のプライへと交差しかつ周方向に対して１０〜４５°の角度を形成する少なくとも２つのワーキングクラウンプライを有し、前記プライはカーカス補強体の最大軸方向幅ＳOの少なくとも８０％に等しい幅を有し、第１に、回転軸線に最も近いカーカス補強体とワーキングプライとの間に、周方向に対して少なくとも６０°の角度を形成する非伸長性金属ケーブルで形成されかつ最短ワーキングプライの軸方向幅に少なくとも等しい軸方向幅を有する軸方向連続プライが配置され、第２に、２つのワーキングクラウンプライの間に、周方向に対してほぼ平行に配向された金属要素で形成された第１付加プライが配置され、該プライの軸方向幅は少なくとも0.7ＳOに等しく、第１付加プライの引張り弾性係数（modulus of elasticity upon traction）は、せいぜい、最も伸長性の大きいワーキングクラウンプライの引張り弾性係数に等しい構成のタイヤにおいて、半径方向最外方のワーキングクラウンプライの半径方向外方でかつタイヤの両側に、２つのワーキングプライの間に配置された第１付加プライの端部を半径方向に覆うようにして、周方向に対してほぼ平行に配向された金属要素で形成されかつ小さい幅をもつ第２付加プライが配置されていることを特徴とする。
「非伸長性ケーブル（inextensible cable）」とは、破断荷重の１０％の荷重で0.2％以下の相対伸びを有する、例えばスチールからなるケーブルを意味するものと理解すべきである。
周方向に対してほぼ平行に配向されたワイヤすなわちケーブルは、周方向に対し、０°を中心として±2.5°の範囲内の角度を形成するワイヤまたはケーブルである。
ケーブルからなるプライの引張り弾性係数は、所与の相対伸びεを得るのに必要なケーブルの方向に加えられた引張り応力から求められる。この引張り弾性係数は接線弾性係数（tangent modulus）である。「最も伸長性の大きいワーキングプライの引張り弾性係数にせいぜいひとしい付加プライの弾性係数」とは、相対伸びの如何にかかわらず、付加プライの接線弾性係数が、最も伸長性の大きいワーキングプライの接線弾性係数にせいぜい等しいことを意味すると理解すべきである。最も伸長性の大きいプライは、引張り応力の各値に対して、他のプライの引張り応力に対する相対伸びより大きい相対伸びを有するプライである。
好ましくは、第２付加プライの弾性係数は、第１付加プライの弾性係数に等しく、０〜0.4％の相対伸びに対しては小さく、0.4％より大きい相対伸びに対しては、最も伸長性の大きいワーキングプライの最大引張り弾性係数にせいぜい等しい。
上記構成において、付加プライは、小さい伸びに対しては小さい勾配を有しかつこれより大きい伸びに対してはほぼ一定の大きい勾配をもつ引張り応力−相対伸び曲線を有するいわゆる弾性ケーブルで形成されている。付加プライは、周方向に配向されかつ最短プライの周囲より非常に小さい長さ（しかしながら、前記周囲の0.1倍より大きいことが好ましい）の部分を形成すべく切断されたケーブルで形成されている。前記部分間の切断部は互いに軸方向にオフセットしている。このような実施形態は、弾性係数の如何にかかわらず、簡単な態様で、付加プライに所与の弾性係数を付与することを可能にする。
第２付加プライは、第１付加プライのほぼ端部に中心をもつ幅を有し、かつ第２付加プライ自体の端部は、第１付加プライの端部から軸方向に少なくとも１０mmの距離を隔てている。小さいプライの幅は、１５〜５０mmである。好ましくは、第２付加プライが、周方向に対し第２付加プライの下のワーキングプライの角度と同じ方向でかつほぼ同じ値の角度を形成するいわゆる弾性ケーブルで全体が形成された、保護プライと呼ばれる半径方向最外方プライに対して軸方向に延びている。この延長部は、付加プライの軸方向幅内端部と弾性ケーブルのプライの軸方向外端部との間に５mm以下の小さいギャップを設けて形成されている。
本発明の特徴および長所は、非制限的な態様で本発明の実施形態を例示する添付図面に関する以下の説明の補助により、一層良く理解されよう。
第１図は、本発明によるクラウン補強体を子午線断面で示す概略図である。
第２図は、第１図のクラウン補強体を断面で示す部分平面図である。
495/45 R 22.5 Xの寸法をもつタイヤＰは、0.45のＨ／Ｓ形状比を有する。ここで、Ｈは装着リム上でのタイヤＰの高さ、ＳはタイヤＰの最大軸方向幅である。タイヤＰはラジアルカーカス補強体（１）を有し、該ラジアルカーカス補強体（１）は、各ビードが少なくとも１つのビードワイヤに係止されかつアップターンを形成しかつ金属ケーブルからなる単一プライで形成されている。このカーカス補強体（１）は、内側から外側へと半径方向に形成されたクラウン補強体（３）によりフープ掛けされている。
・このクラウン補強体（３）は、周方向に対して６５°の角度δだけ傾斜して配向された非伸長性金属ケーブルからなる第１プライ（３１）を有する。該第１プライ（３１）の目的は、ラジアルカーカス補強体（１）が受ける軸方向圧縮力の大部分を吸収することにある。
・先行するいわゆる三角形プライの半径方向外方に、角度α（図示の場合には１８°に等しい）で配向された非伸長性金属ケーブルで形成された第１ワーキングプライ（３２）を配置し、これを覆う。
・第１ワーキングプライ（３２）の上に第１付加プライ（３３）を載せる。第１付加プライ（３３）は、この周方向長さの１／６にほぼ等しい周方向長さをもつ非伸長性金属要素で形成される。前記金属要素は０°に配向されている。
・次に第２ワーキングプライ（３４）が載せられる。この第２ワーキングプライ（３４）は、第１ワーキングプライ（３２）の金属ケーブルと同じ金属ケーブルで形成されている。この金属ケーブルは、周方向に対して角度αとは反対側に角度βを形成している（図示の場合には、角度βは前記１８°の角度αに等しいが、角度αとは異ならせることができる）。
・次に、いわゆる弾性ケーブルからなる最終プライを置く。弾性ケーブルは、周方向に対して、角度βと同じ方向の角度γ（前記角度βに等しいが、異ならせることもできる）に配向されている。この最終プライは、保護プライである。
・最後に、タイヤの両側に第２付加プライ（３６）を置く。この第２付加プライ（３６）は、プライ（３３）の周方向長さの１／６にほぼ等しい周方向長さをもつ非伸長性金属要素で形成されている。該金属要素は０°に配向されている。すなわち、第１付加プライ（３３）の金属要素と同じ要素からなる。
第１ワーキングプライ（３２）の軸方向幅Ｌ32は、カーカス補強体（１）の中央断面の最大軸方向幅ＳOの0.87倍（すなわち、４１６mm）に等しい。慣用的な形状のタイヤでは、この長さはトレッドの幅Ｌ1（ここで対象としている場合には４３０mmに等しい）よりかなり小さい。第２ワーキングプライ（３４）の軸方向幅Ｌ34は、軸方向幅ＳOの0.8倍に等しく、すなわち４００mmである。三角形プライ（３１）は、２つのワーキングプライ（３２）、（３４）の幅の相加平均に等しい軸方向幅Ｌ31（この場合、４０８mm）を有する。付加プライ（３３）の軸方向幅Ｌ33は少なくとも0.7ＳOであり、0.73ＳOに相当する３５０mmに等しい。実際には、付加プライ（３３）の幅Ｌ33は、最小幅のワーキングプライの幅Ｌ32（Ｌ34）より小さいが、熱およびプライ間の分離により最も悪影響を受け易い領域であるワーキングクラウンプライの端部に近いタイヤの作動温度の低下に有効に寄与できるように、小さ過ぎてはならない。保護プライと呼ばれる最終クラウンプライ（３５）は、この前のプライの幅Ｌ35より小さい幅（すなわち３２０mm）を有する。プライ（３６）の幅Ｌ36は、ここに例示の実施形態では２５mmであり、かつその周方向対称軸線は第１付加プライ（３３）の端部の半径方向外方にある。この場合、プライ（３６）の軸方向内方端と、いわゆる保護プライ（３５）の端部との間のギャップは2.5mmである。
この場合、ワーキングプライ（３２）または（３４）の引張り弾性係数は同じである。なぜならば、これらのワーキングプライは、非伸長性を有しかつプライの全幅に亘って連続している同じフープ形27.23金属ケーブルで形成されているからである。該金属ケーブルは同じピッチ（すなわち、ケーブル間の同じ間隔）に配置されており、これは、5,300daN/mm2の応力を加えたときに0.4％の相対伸びが生じるピッチに相当する。フープ形9.23金属ケーブルで形成されたいわゆる三角形プライ（３１）の、同じ条件下で測定した引張り弾性係数は6,925daN/mm2に等しい。２つの付加プライ（３３）、（３６）については、これらはフープ形27.23金属ケーブルで形成され、かつケーブルの断面が最小長さの第１プライ（３３）の周方向長さの１／６に等しい周方向長さをもつように切断され、これにより0.4％の相対伸びが生じる3,310daN/mm2の引張り力を加えたときに、２つのプライに共通接線弾性係数（common tangent modulus of elasticity）が伝達される。
付加プライ（３３）、（３６）は、いわゆる弾性バイモジュラケーブル、すなわち、2.5％より大きい破断時の相対伸びおよびフランス国特許第 1 188 486号の第２図に示す曲線（１７）のように実質的に異なる勾配をもつ２部分を備えた引張り力対伸び曲線を有するケーブルで形成することもできる。プライ（３３）、（３６）が小さい弾性をもつことは加硫金型内でのタイヤの成形中にのみ有効であるので、原点から0.4％相対伸びの小さい弾性係数およびより大きい相対伸びについて例えば14,000daN/mm2より大きい弾性係数をもつケーブルは、0.4％以上の相対伸びおよび5,200daN/mm2の弾性係数をもつほぼ０°に配向されたケーブルからなるプライを容易に得ることを可能にする。
上記タイヤを、耐久性に関して、上記国際出願で説明されている対照タイヤと比較して試験した。同じ荷重条件下（5,800kgから段階的に増大する可変荷重）および圧力条件下（調整された１０バールの膨張圧力）で、対照タイヤは、試験ドラム上で11,500kmをカバーし、一方、本発明によるタイヤは31,900kmをカバーした。これは、試験の厳格さからして非常に大きな改善であることを示している。The present invention relates to a tire provided with a radial carcass reinforcing body, wherein each bead of the radial carcass reinforcing body is locked to at least one bead wire and is formed by at least two so-called working plies superimposed. The working plies are crossed from one ply to the other ply, arranged parallel to each other in each ply and forming an angle of at most 40 ° with respect to the circumferential direction of the tire It relates to tires made of wire or cable.
More specifically, the present invention is intended for mounting on medium or heavy vehicles such as lorries, buses, trailers, etc., and the ratio of the height H above the rim to the maximum axial width S of the tire is at most 0.60. It relates to a tire for a certain “heavy vehicle”.
First, the tire uses a crown reinforcement formed by a so-called working ply made of a cable that forms an angle with respect to the circumferential direction, and secondly, an additional ply made of a cable that is oriented substantially in the circumferential direction. It is very well known to do. An example of such a structure is shown and described in U.S. Pat. No. 3,677,319, in which the working ply consists of metal elements oriented at an angle between 18 and 75 degrees and the additional ply is 0 degrees. It is formed with a textile cable oriented in the direction. Such a structure can reconcile the contradictory qualities that a tire should have, such as, for example, vehicle road holding characteristics, comfort, wear resistance, and rolling resistance. The additional textile plies are placed either below, above or between the metal cable plies, the width of the textile assembly being 25-75% of the width of the metal structure.
French Patent No. 2,419,185 discloses a tire type with a small H / S ratio, which is the subject of interest here. This tire format has many advantages, but some disadvantages such as lack of adhesion in the equatorial zone of the tread, or high pressure concentration in the tread edge regions due to lack of longitudinal contact area of the tire have. To solve these drawbacks, this French patent crosses from one ply to another ply in two zones away from the equator plane between the carcass reinforcement and the radially inward working ply. Formed of two overlapping plies made of non-stretchable cable, and with respect to the circumferential direction, forms an opposite angle (an angle other than 0 °) whose absolute value is equal to at most half of the minimum angle used for the working ply It is recommended to place two restricted blocks.
The above two solutions are not completely satisfactory in improving the durability of crown reinforcements for “heavy vehicle” tires having a shape ratio of at most 0.6. Because the durability issues imposed by the type of tires covered here are very complex, the lack of durability is due to the lack of resistance to separation between the ends of the crown ply and parts of the carcass reinforcement ( This is because the meridian contour is related to the lack of fatigue strength of the cable (part parallel to the contour of the crown reinforcement) and the lack of resistance to separation between the carcass reinforcement and the crown reinforcement.
In order to improve the durability, an international patent application (WO 96/20095) related to the present applicant forms an angle of 10 to 45 ° with respect to the circumferential direction of the tire, A crown reinforcement having a width equal to at least 80% of the maximum axial width S O of the carcass reinforcement, comprising at least two working crown plies made of non-extensible cables crossed over An axially continuous ply formed of a non-extensible metal cable forming an angle of at least 60 ° with respect to the direction and having an axial width at least equal to the axial width of the shortest working crown ply, , Arranged between the working ply closest to the radial direction with respect to the axis of rotation, and secondly formed of metal elements oriented substantially parallel to the circumferential direction Re and equal axial width at least 0.7 S O, pull crown reinforcement which most equal additional plies larger tensile modulus of elasticity of the working plies of elastic modulus most extensible is arranged between the two working crown plies It is disclosed.
Although progress has been made, an H / S shape ratio of 0.45 at most, intended to replace a set of two double wheels mounted on the drive axle (H is the height of the tire mounted on the mounting rim, Such tires with S being the maximum axial width) have to be improved in terms of overall durability to ensure that the assembly is comparable, more specifically carcass reinforcement and crown reinforcement. There is a need to improve the separation resistance and fatigue strength oriented in the circumferential direction of the additional ply.
Considering that the structural improvements will affect the two regions where the ends of the ply and the first working ply consisting of cables oriented at an angle of at least 60 ° are arranged, and one that can solve the two problems It would be logical to think that the solution can increase the width of a ply consisting of circumferential cables. What the inventor was very surprised has proved that in practice there is a need to increase the number of circumferential cables, but this increase widens the width of the ply consisting of circumferential cables. The axial width is small on the both sides of the crown reinforcement, i.e. on both sides of the radially outermost ply made of elastic cables called protective plies, radially outward of the second working ply, This must be done by adding a second additional ply consisting of a circumferential cable and covering the end of the ply consisting of a circumferential cable.
Thus, the tire according to the present invention has a radial carcass reinforcement, on which a crown reinforcement is placed, which crosses from one ply to the next ply and is 10 to 10 in the circumferential direction. Having at least two working crown plies forming an angle of 45 °, said ply having a width equal to at least 80% of the maximum axial width S O of the carcass reinforcement, firstly closest to the axis of rotation An axial direction formed of a non-extensible metal cable forming an angle of at least 60 ° with respect to the circumferential direction between the carcass reinforcement and the working ply and having an axial width at least equal to the axial width of the shortest working ply A continuous ply is disposed, and secondly, a first attachment formed between two working crown plies with a metal element oriented substantially parallel to the circumferential direction. Ply are arranged, the axial width of said ply being at least equal to 0.7 S O, tensile modulus of the first additional ply (modulus of elasticity upon traction) at best, tensile modulus of elasticity of the most extensible large working crown ply The end of the first additional ply disposed between the two working plies radially outward of the radially outermost working crown ply and on both sides of the tire. In this way, a second additional ply is formed which is formed of metal elements oriented substantially parallel to the circumferential direction and has a small width.
"Inextensible cable" should be understood as meaning a cable made of, for example, steel, having a relative elongation of 0.2% or less at a load of 10% of the breaking load.
A wire or cable oriented substantially parallel to the circumferential direction is a wire or cable that forms an angle within a range of ± 2.5 ° about 0 ° with respect to the circumferential direction.
The tensile modulus of the cable ply is determined from the tensile stress applied in the direction of the cable necessary to obtain a given relative elongation ε. This tensile modulus is the tangent modulus. "The elastic modulus of the additional ply, which is at most equal to the tensile elastic modulus of the working ply with the greatest stretchability" means that the tangential elastic modulus of the additional ply is the tangential elasticity of the working ply with the greatest stretch, regardless of the relative elongation. It should be understood to mean that the coefficient is at most equal. The ply having the greatest extensibility is a ply having a relative elongation larger than the relative elongation with respect to the tensile stress of the other ply for each value of the tensile stress.
Preferably, the elastic modulus of the second additional ply is equal to the elastic modulus of the first additional ply, being small for a relative elongation of 0-0.4% and most extensible for a relative elongation of greater than 0.4%. At most equal to the maximum tensile modulus of the large working ply.
In the above configuration, the additional ply is formed of a so-called elastic cable having a tensile stress-relative elongation curve having a small slope for small elongations and a substantially constant large slope for larger elongations. Yes. The additional ply is formed of a cable that is circumferentially oriented and cut to form a portion that is much smaller than the circumference of the shortest ply (but preferably greater than 0.1 times the circumference). The cut portions between the portions are offset from each other in the axial direction. Such an embodiment makes it possible to give a given elastic modulus to the additional ply in a simple manner regardless of the elastic modulus.
The second additional ply has a width centered at substantially the end of the first additional ply, and the end of the second additional ply itself has a distance of at least 10 mm from the end of the first additional ply in the axial direction. It is separated. The width of the small ply is 15-50 mm. Preferably, the second additional ply is formed of a so-called elastic cable formed in the same direction as the angle of the working ply below the second additional ply with respect to the circumferential direction and an angle of approximately the same value. It extends axially relative to a radially outermost ply called. The extension portion is formed by providing a small gap of 5 mm or less between the inner end portion in the axial direction of the additional ply and the outer end portion in the axial direction of the ply of the elastic cable.
The features and advantages of the present invention will be better understood with the aid of the following description taken in conjunction with the accompanying drawings, which illustrate, by way of non-limiting, embodiments of the invention.
FIG. 1 is a schematic view showing a crown reinforcement body according to the present invention in a meridian cross section.
FIG. 2 is a partial plan view showing the crown reinforcing body of FIG. 1 in cross section.
Tire P having dimensions of 495/45 R 22.5 X has an H / S shape ratio of 0.45. Here, H is the height of the tire P on the mounting rim, and S is the maximum axial width of the tire P. The tire P has a radial carcass reinforcement (1), which is a single ply made up of metal cables, each bead being locked to at least one bead wire and forming an upturn. Is formed. The carcass reinforcing body (1) is hooped by a crown reinforcing body (3) formed radially from the inside to the outside.
-This crown reinforcement (3) has the 1st ply (31) which consists of a non-extensible metal cable inclined and inclined by the angle (delta) of 65 degrees with respect to the circumferential direction. The purpose of the first ply (31) is to absorb most of the axial compression force received by the radial carcass reinforcement (1).
Placing a first working ply (32) formed of a non-extensible metal cable oriented at an angle α (equal to 18 ° in the case of illustration) radially outward of the preceding so-called triangular ply; Cover this.
-Place the first additional ply (33) on the first working ply (32). The first additional ply (33) is formed of a non-extensible metal element having a circumferential length approximately equal to 1/6 of this circumferential length. The metal element is oriented at 0 °.
Next, the second working ply (34) is placed. The second working ply (34) is formed of the same metal cable as the metal cable of the first working ply (32). This metal cable forms an angle β on the opposite side to the angle α with respect to the circumferential direction (in the case shown, the angle β is equal to the angle α of the 18 °, but is different from the angle α). be able to).
Next, put the final ply made of so-called elastic cable. The elastic cable is oriented with respect to the circumferential direction at an angle γ in the same direction as the angle β (equal to the angle β but can be different). This final ply is a protective ply.
Finally, place the second additional ply (36) on both sides of the tire. The second additional ply (36) is formed of a non-extensible metal element having a circumferential length substantially equal to 1/6 of the circumferential length of the ply (33). The metal element is oriented at 0 °. That is, it consists of the same element as the metal element of the first additional ply (33).
The axial width L 32 of the first working ply (32) is equal to 0.87 times (ie, 416 mm) the maximum axial width S O of the central cross section of the carcass reinforcement (1). In a conventionally shaped tire, this length is much smaller than the tread width L 1 (equivalent to 430 mm in this case). The axial width L 34 of the second working ply (34) is equal to 0.8 times the axial width S O , ie 400 mm. The triangular ply (31) has an axial width L 31 (in this case 408 mm) equal to the arithmetic average of the widths of the two working plies (32), (34). Axial width L 33 of the additional ply (33) is at least 0.7 S O, equal to 350mm corresponding to 0.73S O. In practice, the width L 33 of the additional ply (33) is smaller than the width L 32 (L 34 ) of the smallest working ply, but the working crown ply is the region most susceptible to adverse effects from heat and ply separation. It should not be too small so that it can contribute effectively to lowering the operating temperature of the tire near the end of the tire. The final crown ply (35), called the protective ply, has a width (ie 320 mm) that is less than the width L 35 of this previous ply. The width L 36 of the ply (36) is 25 mm in the exemplary embodiment here, and its circumferential symmetry axis is radially outward from the end of the first additional ply (33). In this case, the gap between the axially inner end of the ply (36) and the end of the so-called protective ply (35) is 2.5 mm.
In this case, the tensile elastic modulus of the working ply (32) or (34) is the same. This is because these working plies are formed of the same hoop-shaped 27.23 metal cable that is non-extensible and continuous across the entire width of the ply. The metal cables are arranged at the same pitch (ie, the same spacing between the cables), which corresponds to a pitch that produces a relative elongation of 0.4% when a stress of 5,300 daN / mm 2 is applied. The so-called triangular ply (31) formed of a hoop-shaped 9.23 metal cable has a tensile modulus measured under the same conditions equal to 6,925 daN / mm 2 . For the two additional plies (33), (36), these are formed of a hoop-shaped 27.23 metal cable, and the cross section of the cable is 1/6 of the circumferential length of the first ply (33) with the minimum length. Common tangent modulus of elasticity for two plies when applied with a tensile force of 3,310 daN / mm 2 which is cut to have equal circumferential length, resulting in a relative elongation of 0.4% Is transmitted.
The additional plies (33), (36) are so-called elastic bi-modular cables, i.e. the relative elongation at break greater than 2.5% and the curve (17) shown in Fig. 2 of French patent 1 188 486 It can also be formed of a cable having a tensile force versus elongation curve with two portions having substantially different slopes. Since it is effective only during the molding of the tire in the vulcanization mold that the plies (33) and (36) have a small elasticity, for example, a small elastic coefficient of 0.4% relative elongation from the origin and a larger relative elongation. Cables with an elastic modulus greater than 14,000 daN / mm 2 make it easy to obtain a ply consisting of cables oriented almost 0 ° with a relative elongation of 0.4% or more and an elastic modulus of 5,200 daN / mm 2 To do.
The tire was tested for durability in comparison to the control tire described in the international application. Under the same load conditions (variable load increasing gradually from 5,800 kg) and pressure conditions (adjusted expansion pressure of 10 bar), the control tire covers 11,500 km on the test drum, while the present invention The tires by covered 31,900km. This shows a huge improvement in terms of test rigor.

Claims (6)

ラジアルカーカス補強体（１）を有し、この上にクラウン補強体（３）が置かれ、該クラウン補強体（３）は一方のプライ（３２）から次のプライ（３４）へと交差しかつ周方向に対して１０〜４５°の角度（α、β）を形成する少なくとも２つのワーキングクラウンプライ（３２、３４）を有し、前記プライはカーカス補強体（１）の最大軸方向幅Ｓ0の少なくとも８０％に等しい幅Ｌ32、Ｌ34を有し、第１に、回転軸線に最も近いカーカス補強体（１）とワーキングプライ（３２）との間に、周方向に対して少なくとも６０°の角度δを形成する非伸長性金属ケーブルで形成されかつ最も軸方向幅が狭いワーキングプライ（３２、３４）の軸方向幅Ｌ32、Ｌ34に少なくとも等しい軸方向幅Ｌ31を有する軸方向連続プライ（３１）が配置され、第２に、２つのワーキングクラウンプライ（３２）と（３４）との間に、周方向に対してほぼ平行に配向された金属要素で形成された第１付加プライ（３３）が配置され、該第１付加プライプライ（３３）の軸方向幅Ｌ33は少なくとも0.7Ｓ0に等しく、第１付加プライ（３３）の引張り弾性係数は、せいぜい、最も伸長性の大きいワーキングクラウンプライ（３３、３４）の引張り弾性係数に等しい構成のタイヤＰにおいて、半径方向最外方のワーキングクラウンプライ（３４）の半径方向外方でかつタイヤＰの両側に、周方向に対してほぼ平行に配向された金属要素で形成され、かつ両端部が第１付加プライ（３３）の端部から少なくとも１０mmだけ軸方向に距離を隔てるように第１付加プライ（３３）の端部にほぼ中心決めされた狭い幅Ｌ36をもつ第２付加プライ（３６）が配置されていることを特徴とするタイヤ。Having a radial carcass reinforcement (1) on which a crown reinforcement (3) is placed, said crown reinforcement (3) crossing from one ply (32) to the next ply (34) and It has at least two working crown plies (32, 34) forming an angle (α, β) of 10 to 45 ° with respect to the circumferential direction, and the plies have a maximum axial width S 0 of the carcass reinforcement (1). It has a width L 32, L 34 equal to at least 80% of, the first, between the closest the carcass reinforcement to the axis of rotation (1) and the working ply (32), at least 60 ° to the circumferential direction Axially continuous with an axial width L 31 at least equal to the axial widths L 32 , L 34 of the working plies (32, 34) formed of a non-extensible metal cable forming an angle δ of Ply (31) is placed Secondly, between the two working crown plies (32) and (34) is disposed a first additional ply (33) formed of a metal element oriented substantially parallel to the circumferential direction, The axial width L 33 of the first additional ply ply (33) is at least equal to 0.7S 0 , and the tensile elastic modulus of the first additional ply (33) is, at most, that of the working crown ply (33, 34) having the greatest extensibility. In the tire P having a structure equal to the tensile elastic modulus, metal elements oriented substantially parallel to the circumferential direction on the radially outer side of the radially outermost working crown ply (34) and on both sides of the tire P. A narrow width formed and substantially centered at the end of the first additional ply (33) such that both ends are axially spaced from the end of the first additional ply (33) by at least 10 mm A tire characterized by the second additional ply having 36 (36) is arranged. 前記第２付加プライ（３６）の引張り弾性係数は、第１付加プライ（３３）の引張り弾性係数に等しいことを特徴とする請求の範囲第１項に記載のタイヤ。The tire according to claim 1, characterized in that the tensile elastic modulus of the second additional ply (36) is equal to the tensile elastic modulus of the first additional ply (33). 前記付加プライ（３３、３６）の共通弾性係数は、０〜0.4％の相対伸びを生じる小さいもので、0.4％の相対伸びを生じる最も伸長性の大きいワーキングプライの最も大きい引張り弾性係数にせいぜい等しいことを特徴とする請求の範囲第２項に記載のタイヤ。The common elastic modulus of the additional plies (33, 36) is a small one that produces a relative elongation of 0 to 0.4% and is at most equal to the largest tensile elastic modulus of the most extensible working ply that produces a relative elongation of 0.4%. The tire according to claim 2, wherein: 前記付加プライ（３３、３６）は、０〜0.4％の小さい伸びに対しては小さい勾配を有しかつこれより大きい伸びに対しては大きくかつほぼ一定の勾配をもつ引張り応力−相対伸び曲線を有するいわゆる弾性ケーブルで形成されていることを特徴とする請求の範囲第３項に記載のタイヤ。The additional plies (33, 36) have a tensile stress-relative elongation curve with a small slope for small elongations of 0-0.4% and a large and nearly constant slope for larger elongations. The tire according to claim 3, wherein the tire is formed of a so-called elastic cable. 前記付加プライは、周方向に配向されかつ最短プライ（３３）の周囲の０．１倍より大きい長さの部分を形成すべく切断されたケーブルで形成されており、前記部分間の切断部は互いに軸方向にオフセットしていることを特徴とする請求の範囲第３項に記載のタイヤ。The additional ply is formed of a cable oriented in the circumferential direction and cut to form a portion having a length greater than 0.1 times the circumference of the shortest ply (33), the cut between the portions being The tire according to claim 3, wherein the tires are offset from each other in the axial direction. 前記クラウン補強体（３）は更に、半径方向最外方のいわゆる保護プライ（３５）を有し、該保護プライ（３５）は、この下に位置するワーキングプライ（３４）の周方向に対する角度と同じ方向でかつほぼ同じ大きさの角度を形成する弾性ケーブルで形成され、前記第２付加プライ（３６）は２０〜５０mmの幅を有し、第２付加プライ（３６）は保護プライ（３５）を軸方向に延長しており、この延長は、第２付加プライ（３６）の軸方向幅内端部と弾性ケーブルの保護プライ（３５）の軸方向外端部との間に５mm以下の小さいギャップを設けてなされていることを特徴とする請求の範囲第１項〜第５項のいずれか１項に記載のタイヤ。The crown reinforcement (3) further comprises a radially outermost so-called protective ply (35), which is an angle with respect to the circumferential direction of the working ply (34) located therebelow. The second additional ply (36) has a width of 20 to 50 mm, and the second additional ply (36) is a protective ply (35). Is extended in the axial direction, and this extension is as small as 5 mm or less between the inner end portion in the axial direction of the second additional ply (36) and the outer end portion in the axial direction of the protective ply (35) of the elastic cable. The tire according to any one of claims 1 to 5, wherein a gap is provided.
JP53624498A 1997-02-24 1998-02-18 Tire with H / S shape ratio of 0.6 or less Expired - Fee Related JP4339409B2 (en)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
FR9702277A FR2759945B1 (en) 1997-02-24 1997-02-24 T / H SHAPE TIRE LESS THAN OR EQUAL TO 0.6
FR97/02277 1997-02-24
PCT/EP1998/000911 WO1998036920A1 (en) 1997-02-24 1998-02-18 Tyre with h/s form ratio ≤ 0.6

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US6367527B1 (en) 2002-04-09
WO1998036920A1 (en) 1998-08-27
DE69805764T2 (en) 2002-11-28
ES2175696T3 (en) 2002-11-16
CN1248203A (en) 2000-03-22
CA2281622C (en) 2005-11-08
BR9807461A (en) 2000-04-25
DE69805764D1 (en) 2002-07-11
FR2759945B1 (en) 1999-04-02
EP0963301B1 (en) 2002-06-05
RU2188130C2 (en) 2002-08-27
JP2001512390A (en) 2001-08-21
CN1084264C (en) 2002-05-08
EP0963301A1 (en) 1999-12-15
FR2759945A1 (en) 1998-08-28
CA2281622A1 (en) 1998-08-27

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